Automatic controller for internal combustion engine starters



Nov. 27," 1934. G, B, AYRE 1,981,879

AUTQIATIC CONTROLLER FOR INTERNAL COMBUSTION ENGINE STARTERS 'lfi Dec.26, 1931 2 Sheets-Sheet l may s. B. SAYRE 1,981,879

Filed Dec. 26, 1931 2 Sheets-Sheet 2 Nov. 27, 1934.

AUTOMATIC CONTROLLER FOR INTERNAL COMBUSTION ENGINE STARTERS magma AolmErs 75V WW N 00 H o u 7 N. W M N 7/2 ZZZ Serial No. 548,617, filedJuly 3rd, 1931 and Serial Patented Nov. 27, 1934 UNITED STATES PATENTOFFICE AUTOMATIC CONTROLLER FOR INTERNAL COMBUSTION ENGINE STARTERSporation of New York Application December 26, 1931, Serial No. 583,356

9 Claim.

This invention relates to certain new and useful improvements inautomatic controllers for internal combustion engine starters, andreference is hereby made to my copending applications,

No. 576,319 filed November 20th, 1931 of which this application is acontinuation in part.

The main object of the present invention is to provide an automaticmeans of going through the proper cycle for starting an internalcombustion engine when the ignition switch is turned on and to provideautomatic means for restarting such engine in case the engine stallswith the ignition switch on.

The invention to be described and claimed herein, contemplates the useof a new and novel apparatus and method of producing vacuum foractuating a vacuum relay which controls the making and breaking of acircuit to the electric motor which is adapted to start the engine. Theuse of the particular means hereinafter described, may permitsubstantial simplification of the circuit arrangement of the device andhas many advantages, certain of which may be generally set forth asfollows:

With a primary or energizing circuit including a vacuum relay operated,for instance, by connection to the intake manifold of the internalcombustion engine, suflicient vacuum may be produced in the intakemanifold to actuate the vacuum relay before the engine fires. With thepresent system, rotation of the starting motor does not produce anyappreciable pressure above atmosphere in the exhaust manifold, and theengine must actually fire and exhaust before the pressure in the exhaustmanifold reaches a high enough value to cause suflicient vacuum of theaspirating device to operate the vacuum relay, and, therefore, thestarting motor circuit will not be broken until the engine actuallyfires.

Another advantage of this type of starter system is that this system isindependent of the current taken by the starting motor. Consequently,should the bearings in the starting motor become gummed with oil and thestarting motor require an exceptional amount of idling current, it wouldhave no bearing on the operation of this system, but would cause apossible failure in the system where the magnetic starting'switch isopened due to reduction of starting motor current. It may be possiblethat the starting motor current, when idling, is sufiiciently high dueto the aforementioned causes that a current relay will not open.

Another advantage of this system is the fact that under all conditionswhile the engine is pulling the car, a suflicientiy high pressure existsin the exhaust manifold regardless of intake manifold conditions, tocause the vacuum relay to keep its contacts open.

Another advantage of this system is that with the increased speed of themodern automobile,

there seems to be a growing tendency to supercharge the engine on theintake side. Should this supercharging condition exist in an engine athigh speed, a vacuum relay would not operate from the intake manifold,as the pressure would then be above atmosphere.

As soon as the exhaust pressure reaches the breaking-up valve to openthe check valve in the vacuum relay, the entire time period produced bythe bleed in the vacuum relay is then available. When operating from theintake manifold, the contacts in the vacuum relay may open part way 'dueto extremely low vacuum conditions in the manifold, and should theengine hit a single explosion and not continue to run, the full timeperiod of the vacuum relay is not available. Therefore, it starts tocrank in a shorter time from a single explosion than from a runningengine.

The advantages of this system over the automatic starting system usingthe voltage produced by the generator as a means of locking out thestarting motor, are that at extremely slow speeds, the generator voltageis so very low, that difliculty is experienced in having the lock-outfunction of the starting device continue to operate. With this method,no such condition exists. Also, in the generator control device, it isnecessary that the generator voltage be the controlling influence thatcauses the starting motor to be cut of! from the battery circuit. Thesame disadvantage exists in the generator method, as previously statedin the vacuum method, that is, due to the tight bearings, and so on.

Further, after long periods of idling with the generator type, thevoltage is so extremely low, that any slight slowing down of the motorwhich does not really stall the motor, brings in the starting motor. Inthe case of this system, the slight slowing down of the motor does notbring in the starting motor as the exhaust pressure still exists as longas the engine is firing.

It has also been found that when the generator is used as a means ofcontrol, insuflicient voltage in the generator caused by glazing of thecommutator, or oil and dirt on the commutator, will cause a failure inthe electrical system. This system being entirely independent of thegenerator, is not so influenced. If the muiiier which muflies theexhaust of the automobile engine becomes sodded and plugged, it will notinjure the operation of this unit, as this has a tendency to slightlyincrease the exhaust pressure.

Another advantage of this type of starting system is that should theengine start running backward due to suddenly opening the throttle atextremely low speeds with an advanced spark, this unit will function thesame as with the engine firing properly due to the fact that the exhaustmanifold is at once reduced below atmosphere pressure and air rushingfrom the outside through the aspirator in the opposite direction to thegas flow, still creates sufficient vacuum to keep the relay open. In thecase of generator control system, the generator immediately ceases toproduce voltage when it is turned in the reverse direction, which wouldcause the starting motor to endeavor to engage the Bendix drive with thefly wheel, with the fly wheel rotating against the rotation of thestarting motor. This would result in breaking the Bendix drive or itshousing, or possibly the crank case. It may also strip the teeth fromthe fly wheel.

Other objects and advantages will appear from the following description,taken in connection with the accompanying drawings in which:-

Figure 1 is a diagrammatic illustration of an embodiment of theinvention.

Figure 2 is a section on line 22, Figure 1.-

Figure 3 is a section on line 3--3, Figure 1.

Figure 4 illustrates a modified embodiment of the invention which, incertain cases, is preferable.

Figure 5 is a section through a vacuum relay suitable for the purpose athand.

Figure 6 is a plan view of the relay with the case section cut away.

Figure '7 is a sectional view illustrating the adjustable bleed for thechamber at the rear of the diaphragm.

Figure 8 is a section on line 8-8, Figure 7.

The apparatus, as diagrammatically illustrated in Figure 1, comprises abattery 16 having one terminal grounded through wire 1. The oppositeterminal of the battery is connected by wire 17 to an ammeter 6,ignition switch 7, wire 19 to ignition coil 50 which, in turn, isconnected in the usual manner, as by wires 51 to the timer and sparkplugs of an internal combustion engine, the exhaust manifold of which isillustrated at E.

The usual starting motor 5 is provided, geared or: connected in anyusual or well-known manner to the fly wheel or crank shaft of theengine. A starting motor circuit normally broken, is provided frombattery l6through wire 17, wire 2, terminal 12, terminal 13, wire 4 tothe starting motor 5, the other terminal of the starting motor beinggrounded, as diagrammatically illustrated.

Terminals l2 and 13 are spaced apart so that this circuit is normallybroken. Means are provided for closing the starting motor circuit in theform of an electro-magnetic starting switch, indicated generally by thearrow 9. This electromagnetic switch comprises a coil 11 and an anna- Jpressure operated relay 52.

For the present, it is suflicient to state that the contacts of relay 52are normally closed when the engine E is not operating. The instant thecircuit of coil 11 closes, disk or switch 10 is actuated to close thestarting motor circuit through contacts 12 and 13 whereupon the startingmotor 5 acts to rotate the fly wheel of the engine E in the usual andwell-known manner.

The sub-atmospheric pressure relay 52 may take various forms, but theone illustrated is suitable for the purpose and comprises a cup-shapedbody 82 with a head 83 secured thereto as by screws or the like, toprovide an internal chamber. The edge of flexible diaphragm27 andpreferably the edge of a partition wall 28 formed of metal or the like,are clamped between the body 82 and head 83.

61 with the actuating arm 60. Spring 87 normally urges the diaphragm ina direction to cause stud 29 to engage the actuating arm 60 and moveitin a direction which will cause spring 62 to move the contact-carryingarm 61 in a direction to bring contact 64 carried thereby into contactwith the cooperating contact 65 secured to the U- shaped member 66 whichis mounted upon but insulated from the partition 28.

Contact 65 is electrically connected to terminal 30, while contact 64 isgrounded as through the engine E. The detailed construction of a relayof this type is disclosed in my copending application Serial No.583,355, and it should be sumcient herein to describe its generaloperation, as the operation of this relay is not the subjectmatter ofthe claims of this application.

It will be apparent that under normal conditions, spring 63 holdsdiaphragm 27 in a position so that stud 29 engages actuating arm 60 sothat the contacts are normally closed.

When sub-atmospheric pressure is produced in chamber 40 at the rear ofdiaphragm 27, the diaphragm will be retracted carrying stud 29 away fromactuating arm 60 and permitting spring 62 to move contact 64 away fromcontact 65, thereby breaking the circuit for energizing the coil 11,whereupon switch 9 opens to break the starting motor circuit.

This invention provides a peculiarly advantageous apparatus and methodfor producing vacuum of the required degree and at the desired time toseparate the contacts of the vacuum relay to break the energizingcircuit for coil 11. This vacuum-producing apparatus takes advantage ofthe fact that the gases exist in and pass through the exhaust manifold Eof the engine under pressure and that this pressure exists immediatelyupon firing of the engine.

The apparatus herein disclosed for utilizing this pressure existing inthe exhaust manifold, comprises a body 10 connected to a pipe 67 whichpenetrates the exhaust manifold E. The connection of tube or pipe 67 tobody 10 may be made in any usual manner as, for instance, by tubingsleeve 68 and tubing nut 69. The apparatus utiarranged at substantiallythe center portion of the body 10.

On the side of the restricted passage 71 opposite the tapered section 70is a second section 72 flaring outwardly or widening as it extends fromthe passage 71 and is preferably a counterpart of the section 70. Anexhaust or'discharge tube 73 may be connected to the end of the body 10at a point beyond the cone section 72 as by means of tubing sleeve 74and tubing nut 75.

I have discovered that where tube 73 is permitted to discharge into theatmosphere, this tube is somewhat larger than the tube 67 which normallyconstitutes the inlet to the body 10, and as an illustration, tube 67may be one-fourth of an inch in interior diameter, tube 73 may bethree-eighths of an inch in interior diameter, and the restrictedpassage 71 may be one-eighth of an inch in diameter. However, thesesizes are variable and these particular specifications are not by way oflimitation.

The restricted passage 71 constitutes a choke between the contractingpassage 70 and the expanding passage 72, and acts to produce highvelocity of gases through passage 71. Gas enters normally through tube67, is caused to be reduced in volume by the choke 70, passes through 71at high velocity and is again relieved at 72 to pass out through theexhaust passage 73.

Entering passage 71, as by penetrating the wall of body 10, is a jet 31which has preferably a conical end 47 entering in and disposed withinthe passage 71. The jet 31 is preferably in the form of a tube for aconsiderable portion of its length, and at the end, which extends withinthe passageway 71 the interior diameter of the jet, as illustrated at30, is quite small and leads to a passageway 40 of enlarged diameter,the wall of which is provided with diametrical passageways or holes 37leading to chamber 41 formed within an extension of the body 10 andsurrounding the adjacent portion of the jet 31.

The wall of the chamber 41 is provided with a hole or passageway 43leading to and in communication with tube 45, which tube is connected tothe body 10 as by tubing sleeve and tubing nut 81. The tube 45 leads toand is connected to the head 83 in any suitable manner and communicatesthrough. passageway 84 and passageway 85 with the chamber 40" at therear of diaphragm 27.

Valve 86 is provided in passage 85 which opens when suction exists inline 45 but is closed by a spring 99 when the engine is not operating soas to maintain subatmospheric pressure in chamber 40' for a short timeperiod which may be adjusted by moving screw 88 which controlscommunication of passageway .89 leading from passageway 84 tothepassageway 90 which is in communication with chamber 40' as throughrecess 91 formed in the head 83. I

The period of time required for producing atmospheric pressure inchamber 40' after valve 86 closes, can be adjusted by the regulatingscrew 88 adapted to obstruct more or less the passage of air throughconduit 89. This time period assures stopping of the engine beforecontacts 64 and 65 close.

It will be apparent that when the velocity of gas or fluid in passage'71 is sufllciently rapid, air is drawn from chamber 40 through tube 45,passageway 43, chamber 41, passageways 37 and jet 30. This air joins themain stream of gas flowing through passageways 70, 71 and 72 andescapes. The jet 31 is disposed and projects into passageway 71 atsubstantially right angles to the direction of movement of fluid throughbody 10 and the projection 94 which surrounds the jet member may beclosed air-tight as by a screw cap 95 and gasket interposed head 96 uponthe jet and the outer end of the extension 94.

It is important that the end of the jet which projects into the passage71 shall extend into the passage a substantially exact distance.Therefore, calibrating washers 97 may be applied under the head of jet31 to cause the jet end to extend to the exact distance withinpassageway 71, which produces the most effective operation. As suggestedof particular relations between certain of the elements'of thestructure, the tube 67 which connects with the exhaust manifold of theengine is of sufllcient diameter to carry approximately four times thevolume of gas that would pass through restricted conduit 71.

The tube 73 which may be open to atmosphere is of approximately eighttimes the volume of gas passing through 71. This gives a free passage ofthe gas to atmosphere eliminating any back pressure.

It will be apparent that with this construction and arrangement ofvacuum-producing apparatus, it is of no importance in which directionthrough body 10 hat the gas or fluid moves in order to produce suctionor vacuum in chamber 40. Therefore, this apparatus operates with equalefllciency whether pressure or vacuum exists in the exhaust manifold,and the latter condition is some times present due to backiiring orreverse rotation of the engine.' Under either condition, with thisapparatus, the sub-atmospheric relay contacts are maintained open sothat the electric starter will not operate to engage engine parts untilsubstantial atmospheric pressure exists in the exhaust manifold.

The structure diagrammatically illustrated in Figure 4, differs fromthat illustrated in Figure 1, solely in the provision of a secondaryrelay of the current operated type. The use of this secondary relay is,in many cases, advantageous in that the opening of the contacts of relay52 and the breaking of the primary circuit of coil 11 will not causeswitch 9 to open since a secondary circuit is provided for coil 11 frombattery 16 through wires 17 and 20, coil 11, terminal 14, wire 23.contact 29, armature 26 carrying contact 28 adapted for electricalconnection with contact 29, the former contact being grounded throughwire 53.

The armature 26, the contacts 28 and 29 and wire 53 taken in conjunctionwith core 24 and coil 25 which is positioned in the starting motorcircuit, constitutes a current controlled relay. Spring 27 is providedfor normally holding the armature 26 in such a position, that contacts28 and 29 are electrically disconnected.

The tension of spring 27 is so determined or adjusted that the necessarycurrent to crank the automobile engine, when flowing through coil 25,will magnetize core 24 sufllciently to keep contacts 28 and 29 closed.However, when the starting motor 5 is relieved of the load of crankingthe engine, there is a decided reduction of current flowing through coil25, and under this condition, spring 27 is suiliciently strong toseparate contacts 28 and 29 thereby breaking the secondary circuit ofthe relay 9, releasing armature 55 and permitting movement 0! switch 10'to break the starting motor circuit. This secondary circuit for the coil11 assures starting of the engine before the starting motor circuit isbroken, as might result in cases where the vacuum relay alone is used inconnection with a primary circuit for coil 11.

Although I have shown and described specific embodiments of theinvention as constituting perhaps preferred forms thereof, I do notdesire to restrict myself to the details of form, construction orarrangement, as various changes and modifications may bemade withoutdeparting from the invention, as set forth in the appended claims.

I claim:

l. In an automatic controller for internal combustion engine starters,the combination of a starting motor, a normally broken starting motorcircuit, an electro-magnetic switch for closing the starting motorcircuit and including a coil, a circuit for said coil and including apressure-operated relay, an aspirating device associated with theexhaust manifold of the engine, and means connecting the aspiratingdevice with the said pressure operated relay.

2. In an automatic controller for'internal combustion engine starters,the combination of a starting motor, a normally broken starting motor.circ'uit, an electromagnetic switch for closing the starting motorcircuit and including a coil, a coil energizing circuit including apressure-operated relay having contacts normally closed at atmosphericpressure, and an aspirating device associated with the exhaust manifoldof the engine and connected to said pressure-operated relay for openingsaid contacts when pressure above atmosphere exists in the enginemanifold.

3. In an automatic controller for internal combustion engine starters,the combination of a starting motor, a normally broken starting motorcircuit, an electro-magnetic switch for closing the starting motorcircuit and including a coil, a coil energizing circuit including apressure-operated relay having contacts normally closed at atmosphericpressure, a conduit connected to the exhaust manifold of the engine andincluding a restricted section, a jet communicating with saidrestrictedsection, and means connecting the jet with thepressure-operated relay device.

4. An automatic controller for internal combustion engine starterscomprising an internal combustion engine, an ignition circuit thereforcomprising a switch,- a starting motor, means including anelectro-magnetic switch having an actuating coil in circuit with thefirst switch for controlling the operation of the motor, asubatmospheric pressure relayin said coil circuit and including contactsnormally closed at atmospheric P essure, and means actuated inaccordance with the pressure existing in the exhaust manifold of theengine for separating said contacts.

5. An automatic controller for internal combustion engine starterscomprising an internal combustion engine, an ignition circuit thereforcomprising a switch, a starting motor, means including anelectro-magnetic switch having'an actuating coil in circuit with thefirst switch for controlling the operation of the motor, asubatmospheric pressure relay in said coil circuit and includingcontacts normally closed at atmospheric pressure, an aspirating deviceassociated with the exhaust manifold of the engine, and means connectingthe aspirating device with the sub-atmospheric pressure relay.

6. An automatic controller for internal combustion engine starterscomprising an internal combustion engine, an ignitioncircuit thereforcomprising a switch, a starting motor, means including anelectro-magnetic switch having an actuating coil in circuit with thefirst switch for controlling the operation of the motor, asubatmospheric pressure relay in said coil circuit and includingcontacts normally closed at atmospheric pressure, a conduit connected tothe exhaust manifold oi the engine and including a section of restrictedcrosssectional area, a jet penetrating the conduit at said restrictedsection, and means connecting the jet with the sub-atmospheric pressurerelay.

7. In an automatic controller for internal combustion engine starters,a. normally broken starting motor circuit, means for closingsaidstarting motor circuit comprising a second circuit, and meanscomprising a vacuum-operated device for controlling said second circuit,said vacuum operated device being operable by the flow of gases throughthe exhaust manifold of the engine.

8. In an automatic controller for internal combustion. engine starters,a normally broken starting motor circuit, means for closing saidstarting motor circuit comprising a vacuum-operated device, saidvacuum-operated device being operable by the flow of gases through theexhaust manifold of the engine.

9. In an automatic controller for internal combustion engine starters, anormally broken starting motor circuit, means for closing said startingmotor circuit comprising a pressure operated de-

